Roller side bearing



UNITED STATES PATENT OFFICE.

JOHN n. ocomvoa, or cHIcAco, ILLINOIS, Assrcncn To WILLIAM H. ivIINnn, or

cHAzY, Ivnwv YORK,

ROLLER SIDE BEARING.

Application filed January 2Q, 19,19. Serial'No. 271,941.

To all fio/walt t may concern.' A

Be it known that I, JOHN F. Oonnon, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a certain new and useful Improvement in Roller Side Bearings, of which the following is a full, clear, concise, and exact description, reference being had to the accompanying drawings, forming a part of this specication.

This invention relates to improvements 'in roller side bearings.

The object of the invention is to provlde a simple and eiiicient side bearing more particularly adapted for attachment to body bolsters of railway cars and wherein are provided gravityactuated means for insur ing return of the anti-friction element to normal position after each actuation.

In the drawing forming a part of this specification, Figure 1 is a vertical, sectional view taken through the end portions of a body bolster and a truck bolster of a railway car showing my improvements in connection therewith. Fig. 2 is a horizontal, sectional view taken substantially on the line 2 2 of F ig. 1. Fig. 3 is a vertical, sectional view taken substantially on the line 3-3 of Fig. l. And Fig. e is a detail, perspective of one of the connecting elements of the gravity return.

In said drawing, 10 denotes the upper section of a truck bolster and 11 the under sec tion of an opposed body bolster to which my improved bearing is preferably secured. The bearing as shown, comprises broadly, a housing A, anti-friction roller B, striking plate U, a pair of gravity-actuated rollers l)-I), and a pair of connecting bars E-E.

The housing or casing A is of hollow formation and substantially rectangular in cross section and has end walls 12-12 and side walls 13-13. The top and bottom of the housing are open and near the top thereof the housing is provided with inwardly projecting shoulders 14--14 adapted to clamp in position the plate C, as clearly indicated in Fig. 1. The latter may be provided with a steel insert, as indicated at l5, to reduce the wear. The housing itself is secured to the bolster by any suitable means, as for instance, by rivets 1G passing through perforated lugs formed integrally with the housing. Y

The roller B is of cylindrical formation Specification of Letters Patent.

-tal tracks and also Patented N ov. 2, 1920.

and has integral'trunnions 17,-17 at its ends adapted to roll along the horizontal tracks lfldformed on the inner faces of the side walls 13 at the bottom thereof, as most clearly indicated in Fig. Also formed on the inner faces of the side walls 13 are duplicate sets of opposed inclined tracks 19 and 19t, and adapted to roll on said tracks 19 and 19n are the gravity rollers D-D heretofore referred to. Each of the connecting bars E is provided with three bearings 20, 21 and 22, Open at the bottom so that the bar E is adapted to it over the ends of the rods D-D and trunnions 17. In this way, it is evident that the spaced relation of the Oravity rollers D and anti-friction roller I3 will always be maintained. @n its outer side, each bar E is suitably cut away, as indicated at 23 and 24 in order to clear the tracks 19 and 19a.

The operation is as follows: the parts in the position shown in the drawing, that is, in normal central position, movement of the truck bolster to the right with respect to the body bolster will cause the roller B to roll to the dotted line position indicated in Fig. 1. This movement of the roller B will be communicated to the bars E, as evident, and the latter in turn will communicate the movement to the gravity .rollers D so that the latter are forced up the inclined tracks 19-19. This upward movement of the bars E with respect to the anti-friction roller is of course permitted because of the open bearing recesses 21. The bars E are made of such length that they are adapted to engage the end walls of the housing upon maximum permissible movement of the anti-friction roller B. When the actuating pressure is removed from the roller B, it is evident that the gravity rollers D will roll down the inclines 19, thus moving the bars E to the left and in turn causing the anti-friction roller B to assume its normal position. Relative movement between the holsters in a reverse direction would cause the gravity rollers D to travel up the inclines 19a and the return action would be similar to thatabove described.

I claim:

1. In a side bearing for railway cars, the combination with a housing having horizonduplicate sets of oppositely arranged inclined tracks, an anti-friction' roller having trunnions supported on said horizontal tracks, gravity rollers arranged to travel on said inclined tracks, and means coperable With said gravity rollers and the trunnions of the first named roller arranged to force said gravity rollers up the inclined tracks when the first named roller is moved from normal position.

2Q In a side bearing for vrailway cars adapted to be secured to the under side of a body bolster, the combination With a hollow retaining member having an upper hearing surface therein, said retaining mem- `er having duplicated sets of oppositely in @lined ledges on the inner face of each side thereof; of an anti-friction element disposed Within said retaining member and adapted to cooperate With said bearing sury supporting said 'face thereof and with an opposed hearing surface; a pair of gravity rollers extending parallel to the axis of the anti-friction element and substantially tangential thereto, one on each side tliereoiI and with their ends supported by said ledges; means for directly anti-friction element from said retaining member; and means, dupli- ,cated` at the ends vofthe anti-friction element, for actuating said'gravity rollers up the respective inclined ledges When the antifriction element is movedV from central norl mal position.

JOHN F. OCONNGR. 

